System operated by liquid pressure



' June 7 1949. n. c. .cHoLuNGs l `2,412,695

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Filed Jag. 1, 1945 ,um n

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l1v1-la l INVENTOR.

5. ,M M m m BYMMSM Arrayfy l Patented June 7, 1949 2.412.695 n SYSTEM orEnA'rEn BY LIQUID rnEssUna Leslie oyru chomage, Leamington spe, England. -assignor to Automotive Products Company Limited, Leamington Spa, England Applicationv January 1,1945, Serial No. 570,995 In Great Britain August 9, 1943 This invention relates to liquid pressure supply systems, and particularly to those of the kind (herein mentioned as the kind referred to) in which the delivery of a continuously running pump is connected with the pressure outlet of the system, but the pump is provided with a by-pass passage having a control valve which is normally open, the liquid then being 'free to circulate idly Athrough the pump without building up working pressure in the outlet, until .such time as the Claims. (Cl. 60-51) The auxiliary valve can be opened by closing movement of the control valve. Moreover the pressure regulating valve is preferably of the type comprising a pressure responsive valve and an automatic cut-oi! valve, the former beingspring influenced to open when the accumulator pressure reaches a predetermined value', thus causing pressure liquid to be fed to the cut-off valve so as to close the latter.

control valve is operated to close the 4by-pass pasv sage partly or completely.

The invention is of particular utility in connection with liquid pressure braking systems where the source of pressure liquid comprises a continuously operating pump, usually driven by the transmission system or wheels of the vehicle. In braking systems of this kind difllculty has been experienced due to the sluggish operation of the brakes when Athe vehicle is travelling slowly; in

fact there is sometimes a distinct lapse of time n between the actuationof the brake pedal and the application of the brakes, due to the fact that being delivered by the pump.

It is the object of the invention to provide an improved form of liquid pressure supply system.

It is a further object'of the invention to provide an improved brake system in which the above difficulty is avoided by the inclusion of an accumulator adapted to come into operation automatically when the supply of pressure liquid is inadequate to provide a responsive braking action.

In a liquid pressure supply system of the kind referred to, according to the invention a hydraulic accumulator, fed with pressure liquid from the pump, has its outlet connected with the outlet of the system through a valve which is opened by closing movement of the control valve. Preferably a pressure regulating valve device is interposed between the pump outlet and the hydraulic accumulator to limit the pressure received by said accumulator; also an auxiliary valve can conveniently be disposed between the pump outlet and the control valve,'said valve being arranged to prevent the flow of pressure liquid to the by-pass passage when the accumulator is being charged.

In a liquid pressure supply system of the kind referred to, according to a further feature of the invention a hydraulic accumulator is fed from the pump through a pressure regulating valve device, which latter is operatively connected with an auxiliary valve arranged to prevent pressure liquid from flowing to the by-pass passage, the auxiliary valve being automatically opened by the pressure regulating valve when the pressure in the accumulator reaches a predetermined value.

If desired the control valve, the auxiliary valve and the cut-off valve may all be disposed coaxially .within a -bore in a common housing. The

cut-off valve can comprise a fixed body having a bore, a valve sleeve slldable within said bore, and a headed valve member which is arranged to slide axially into seating engagement with the valve sleeve, the valve sleeve being urged axially by pressure liquid delivered by the pump, thusv breaking the seating engagement and allowing said pressure liquid vto flow -to the accumulator. The invention is illustrated by way of example in the accompanying diagrammatic drawings, in which:

Figure 1 is a sectional elevation showing a control unit applied to the hydraulic braking system of a vehicle, various components of the system being shown to a reduced scale; v

Figure 2 is a fragmentary sectional view of the control valve device showing the position occupied by the parts when the accumulator is fully charged but the brakes are ofi;

Figure 3 is a similar view showing the position of the parts when the pump is running slowly and the accumulator is in action;

Figure 4 is a sectional view of a modified form of system;

Figure 5 is a fragmentary sectional View showing the position of the parts when the accumulator is fully charged; and

Figure 6 is a similar view showing the position ofthe parts when the brakes are applied.

The form of liquid pressure supply system shown in Figures 1 to 3 is applied to a hydraulic braking system of a vehicle and comprises briey a pump I0 which is driven continuously, say from sure, a hydraulic laccumulator I2, a pair of rear wheel brakes Il and Il, a pair of front wheel brakes I5 and I8, and a brake-applying pedal lever I1. Theseparts, which are all shown diagrammatically to a small scale in Figure 1, are operatively'associated with a combined control and master cylinder unit indicated generally at I8.

This combinedunit comprises a body I9, the lower part of which has a master cylinder bore 2,0 containing an axially slldable piston member 2l of the usual design, said piston member 2| being urged to its retracted position by a coiled compression spring 22 and having a rubber or like packing cup 23. A pipe 24 from the reservoir leads into the cylinder space behind the packing cup 23 by way of passages 25 and 28, while it also communicates with the working space 21 ahead of the piston member 2| through a hole 28 of small diameter adapted to be closed b5' the packing cup 23 at the commencement of the advancing stroke oi' the piston 2|. The outlet from the working space 21 is indicated at 29 and is connected by a pipe 30 with the usual hydraulic motor cylinders 3| and 32 for operating the brakes I3 and I4.

Hydraulic pressure from the pump I9 is normally utilised for advancing the piston 2| pressure liquid from the pump I being admitted to an annular working space 33 bv way of control valve mechanism disposed in the uprer part of the body I9 and a passage 34 which is herein referred to as the outlet of the liouid pressure supply system. The pressure liauid from the passage 34 is also used to apply the brakes I5 and I6 directly, a connection 35 being taken from the working space 33 and leading to the motor units 36 and 31 of the brakes I5 and I9 respectively by way of a pipe 38. The externally operated part of the control valve mechanism generally` comprises a plunger 39 which, as will be hereinafter described, reouires to be pushed inwards in order to bring about the delivery of pressure liquid through the passage 34. As it is desired that the system shall have a hunting or follow-up action, the. plunger 39 is connected by a link M with a piston rod l4I attached to the piston 2|; intermediate its ends the link 46 is attached to a push rod 42. which latter is connected pivotally at 43 with the pedal lever I1. Thus as the pedal lever I1 is depressed the piston rod 4I initially acts as a fulcrum for the link 48, so that the upper end of said link pushes the plunger 39 inwards, i. e. to the right. This results in movement of the piston 2| and piston rod 4| towards the right. and if the pedal lever I1 is held steady the link 40 pivots upon the end of the push rod 42 and conseouently shifts the plunger 39 outwards, i. e. towards the left. thus tending to shut oi! the supply of pressure liquid through the passage 34.

The control valve mechanism included within the unit I8 is mainly disposed within a single bore formed in the body I9, said bore being indicated generally at 44. but having several portions of various diametersA which will be referred to individually hereinafter. Adjacent its righthand end the bore 44 has an inwardly directed flange defining a short cylindrical passage 45, which latter is arranged to be closed in a substantially liquid-tight manner by a cylindrical head 46 upon a valve member 41, this being herein termed the auxiliary valve. To the right oi' the passage 45 the bore 44 has a chamber 48, which latter is connected by a passage 49 with the outlet passage 34, said chamber being'tted with a coiled compression spring 50 actingl to urge the valve member 41 towards the left. Beyond the passage 45 the bore 44 is enlarged to form a chamber which is fed withpressure liquid from the pump III by way of a non-return valve 52 and a passage 53. At this part the bore 44 has a stop shoulder 54 adapted to be engaged on,occasion by a valve sleeve 55, which latter is slidable in a liquid-tight manner Within the portion 56 of the bore 44; its left-hand end, however, is enlarged. as indicated at 51, and slides also in a liquid-tight manner within the correspondingly enlarged portion 58 of the bore 44. The resultant annular space 59 is vented by a radial passage 60, which is in permanent communication with the reservoir Il, as will be hereinafter apparent, while the chamber 8| within the portion 58 of the bore 44 is connected with the passage 49 by a branch 52. The valve member 41 has its stem enlarged at 53 to slide in a liquidtight manner within the bore of the valve sleeve 55, and the end of said bore is arranged to provide a seating 64 for a frusto-conical head 65 formed upon the valve member 41 about haliway along its length. The bore of the valve sleeve 55 is connected by radial passages 55 with a passage 61 in the body I9 leading to the hydraulic accumulator l2 by way of a pipe 58.

The left-hand end of the valve sleeve 55 is slidably engaged by a plunger member 69, which latter is of uniform diameter for nearly its whole length and is slidable in a liquid-tight manner within an annular stop piston 18 and within a passage 1I forming part of the bore 44; the plunger member 69 has, however, adjacent its lefthand end an enlarged cylindrical head 12 which slides in a liquid-tight manner within a portion 13 of the bore 44. The plunger member 69 has a longitudinal passage 14, which is in free communication with the vent passage 66 (for which purpose the end of the plunger member 69 is slotted as shown), while the annular space 15 within the bore 13 is vented in a similar manner by radial passages 16. The left-hand end oi the plunger member 69 has an external annular seating 11 arranged to be engaged in a substantially liquid-tight manner by a frusta-conical surface 18 formed within the plunger 39, the space within said surface 18 being connected permanently with the reservoir II by way of passages 18, 89 and 8| and thence by a branch pipe 82 to the pipe 24. The annular space 94 surrounding the end part of the plunger member 69 is in permanent connection with a passage 95 forming an extension of the outlet 34. The passages 95, 19, 99 and 8| together constitute a by-pass passage which connects the outlet 34 with the reservoir whenever the control valve 39, 69 is open. The stop piston 16 is of relatively large diameter and is slidable in a liquid-tight manner within a portion 83 of the bore 44. As above mentioned, the stop piston 10 is also slidable upon the plunger member 69, its main function being, however, to control the position of the plunger member 69 and thus actuate the valve member 41. For this purpose the plunger member 89 is provided with a ilange 84, which is adapted to co-operate with the stop piston 10 and also forms an abutment for a coiled compression spring 85, the opposite end of the latter bearing against the valve sleeve 55; the spring 85 is arranged to exert less axial thrust than the coiled compression spring 58.

The unit I8 also includes a pressure responsive valve comprising a ball 85, which is urged to the right to close a small seating 81 by a plunger 88 disposed within a passage 89 and acted upon by a coiled compression spring 95. The passage 89 is constricted to form a 'seat 9| which is larger in diameter than the seat 81,

the intervening chamber being connected by that the valve member-41 is balanced with respect to liquid pressure within the chamber Moreover the totaly cross-sectional area of the head 12 is twice the cross-sectional area dened by the seating 11, so that when the plunger 88 is in engagement with the left-hand end oi the plunger member 88, the force exerted upon the exposed annular end surface of the head 12 b y liquid in the passage 84 exactly counterbalances the force 4exerted by said liquid within the chamber 48 upon the head 48. Asv mentioned above. the letthand end surface of the valvepsleeve l5 exposed to liquid pressure in the chamber 8| is greater than the corresponding surface at the right-4 hand end of said valve sleeve 55,. so that when the auxiliary valve 45, 46 is open, and equal pres'f sures exist in the chambers 48 and 8|, there will.'

be a resultant iluid force on the valve sleeve ,5l urging the latter to the right. It will of course be appreciated that the head 88 oi' the valve member 41 and the valve sleeve 55 together constitute what is herein termined the cut-oi! valve. ,Also the control valve comprises the plunger 88 and the left-hand part of .the plunger member 88.A

The manner in which the system operates will now be described. When the pump I8 is inoperative and-the vaccumulator i2 is completely empty the various parts assume the positions shown in Figure l, the valve member 81 being urged to its left-hand position by the spring 58 so that the head 46 blocks the passage 45;

this causes the head 85 to seat upon the valve generated in the pump and the latter can thus run idly without undue wastage of power. It

will be clear that when the pedal lever I1 is depressed. vto move inwards the plunger 88 of the control valve. the by-pass passage 85, 18, 88, 82 'is stopped completely at the seating 11, or is at least severely restricted thereat. thus causing the pump to build up pressure in the outlet passage 84 and consequently advance the vpiston '2| as above described to generate brake-applying pressure in the working space 21 (see Figure ,1). .It will also be noted that when once the auxiliary valve 45, 4l has been opened by movement' of the stop piston 18 to the right, the fluid pressure in the chamber 8| is substantially equal to that in the chamber 5I; as a result this iiuid pressure urges the valves sleeve to i the right, and this prevents further liquid ilowing from the pump passage 58 to` the accumulator passage 81.

Ii the pump i8 should be running slowly when the brake is applied the rise in pressure in the outlet 84 due to the closing of the control valve 88, 58 will of course be too slow to produce an veiilcient braking action, and the driver would instinctively press further upon the pedal lever I1, thus causing the plunger 88 to move the e plunger member 68 to the right, as is shown in all sleeve 55 and push the latter to the left against e the action of the spring 485.' 'I'he stop piston 18 is in its left-hand position and is, of course..

` engaged by thel flange 84 under the action of sleeve 55, thus moving the latter to the left against the action of the spring 85 and allow' ing pressure liquid to ow past the seating 84 through the passages and 51 into the accumulator I2. As the accumulator becomes charged the pressure in the passage 81 progressively rises, but when a predetermined value is reached, depending upon the strength of the spring 98, the ball 86 is pushed oi! the seating 81 by the pressure liquid andl is caused to engage with the seating 9|. This allows pressure liquid to ow through the passage 82 and to act on the left-hand face of the stop piston 18 with suiilcient force to shift said stop piston 18 to its right hand position against a shoulder 88. The parts then assume the positions shown in Figure 2. .The plunger member 58 is, of course. moved to the right owing to the engagement of the stop piston 18 ,with the flange 84, so that the valve member 41 is also moved to the right. thus displacing the head 48 beyondthe passage 45. Owing partly to the spring 85 and partly to the superior eiect of the liquid pressure inV the chamber 8|, the valvesleeve 55 follows the head 65, which latter thus closes the seating 84. Liquid entering the chamber 5| from the pump is now able to escape freely past the head 45, along the passage 48, and through the by-pass passages 85, 18, 88 and 82, back to the re 3. As the valve sleeve 55 is in engagement with the shoulder 54 the frusto-conical vhead 85 of the valve member 81 separates from the seating 84 and allows liquid to flow from the accumulator, through the passage 81 into l the chamber 5| so ,as to augment the output from the pump I8. The effect of this is most advantageous in braking systems where a relatively large volumev of liquid at low pressure is normally required to take up the clearance be tween the brake shoes and the drums, -for the accumulator supplies this requirement practically instantaneously, whereas the pump would take a substantial time to displace the corresponding volume of liquid when said pump is running slowly. It is' for this reason that the pressure*l responsive valve 8B is normally set so that the maximum pressure in the accumulator is substantially less than the normal working 4pressure of the brake system. When the brakes are released the valve member 41, of course, returns .to the position shown in Figure 1 so as to enable the accumulator I2 to be recharged by the pump I8, whereupon the parts revert to the positions shown in Figure 2. s Where a follow-up actionis not required, the motor cylinder may be entirely separate and unconnected mechanically with the pedal, the pedal lever I1 being coupled to the plunger 88 of the control devicev I8 through a spring (not shown) which is loaded when the pedal is depressed, the resulting liquid pressure tending to open the valve 88 69 against the spring load.

The system. shown in Figures 4, 5 and 6 incorporates a master cylinder unit |88 of the form shown in my patent specification No. 2,318,756 dated-May 1l, 1943. It comprises, as a unit, a hydraulic master cylinder |8I having a piston |82 which, when advanced, feeds pressure liquid to the brakes (not shown); the space |85 behind the piston is fed with liquid from a. continuously driven pump |84, through a pipe |88, and accommodates a `control valve |85, |86v which is closed by operating the usual brake pedal |81, thereby causing liquid pressure to build up behind the piston |82 of the master reservoir I, so thatl no substantial pressure is I5 cylinder, said piston thereby being advanced. A.y

component of the force exerted hydraulically upon the piston |02 of the master cylinder is caused to react upon a piston and thus upon the brake Vpedal |01 to indicate to the operator the strength of the brake application. When the brake pedal |01 is free, the control valve |05, |06 is open and the output from the pump passes freely back to the usual reservoir |08 by way of passages and ||2 and pipe ||3.

In the present system a hydraulic accumulator |4 is provided; this can be of the usual form comprising a cylinder ||5 with a piston ||6 defining a variable volume working space ||1, said piston being urged by resilient means (such as compressed gas or other spring in chamber H8) to reduce the volume of said Space ||1.

A cut-off valve, indicated at ||9, is provided for the accumulator and comprises a body having a bore composed of a large diameter portion |2| and a coaxial small diameter portion |22; adjacent the inner end of the small diameter portion an inwardly directed annular flange |23 provides a valve seating |24 of yet smaller diameter. A piston valve member, comprising a large piston |25 and a small piston |26, is slidably mounted in the respective bores, said pistons preferably being a lapped t to prevent liquid leakage past them. They are rigidly connected together by a thin stem |21 passing with clearance through the valve seating, and the small piston |26 is formed adjacent the stem with a frusto-conical portion arranged to engage w'ith the seating |24, thus sealing the latter and also limiting the movement of the small piston in a direction towards the larger portion |2| of the bore. The pistons |25, |28 are urged in this direction by a-coiled compression spring |28 within the small bore. Also an operating rod |29 extends from the small piston axially through the spring |28 and the end wall of the small bore. the projecting portion of said rod |29 being connected by a pin and slot or other lost motion device |30 with one end of a iioating lever |3|. The other end of said lever is arranged to be operated by the brake pedal |01 or equivalent, and the middle part of the lever is operatively connected by a thrust member |32 with the valve device |05, |06 of the operating unit |00. During the main part of the brake-applying movement, the floating lever |3| fulcrums upon the operating rod.

|29 of the cut-out valve, thus urging forwards the valve member |06 of the operating device |00 as the piston of the master cylinder is advanced by the liquid pressure.

The two pistons |25 and |26 operate in conjunction with the following ports and connec-` tions. The pump delivery is connected permanently with the space |33 between the large piston |25 and the ange |23.4 The large bore |2| is provided at a position near its "inner end with a first port |34 connected through a non-return valve |35 with the hydraulic accumulator ||4, and further along with a second port |36 connected, also through a non-return valve |31, with the working space |03 behind the piston |02 of the master cylinder; both of these ports are arranged to be controlled by the large piston |25 of the cut-off valve. The outer part of the large bore is directly connected with the hydraulic accumulator at |30. At a position just beyond the valve seating |24 the small bore |22 is formed with a third port |39 connected directly by the pipe |09 with the working space |03 behind the piston |02 of the master cylinder.

The operation of the cut-oir valve is briefly as follows. When the system is inactive the coiled compression spring of the cut-out valve urges the pistons to an end position. as shown in Figure 4, in which the third port |39 and the valve seating |24 are both closed by the small piston |26, and the second port |36 is closed by the large piston |25; the first port |34 is free of the large piston and connects the pump |04 with the accumulator space I1. When the pump |04 is driven, therefore, due to running of the vehicle the accumulator ||4 becomes charged. When a predetermined pressure is reached in the accumulator said pressure (which in effect acts on the piston valve member over an area equal to the circle within the valve seat |24) moves the piston valve member |25, |26, |21 against the spring |28. The first effect is to enable the pump pressure to act upon the whole cross-sectional area of the small piston |26, thus causing the piston valve member |25, |26, |21 to be moved smartly to its intermediate position, as shown in Figure 5. The accumulator ||4 is thereby disconnected from the pump |04, and the latter becomes connected with the 0perating device of the brake, through the valve vseat |24 and the third port |39 of the cut-off valve. This movement of the valve member is permitted by the lost motion device |30 and therefore does not have to be accompanied by movement of the floating lever |3|.

When the brake pedal |01 is operated to apply the brakes, the thrust rod |32 of the operating device, after an initial movement to close the valve device |05, |06 acts as a fulcrum for the floating lever |3| so that the initial movement of the pedal causes the floating lever |3| to move the piston valve member |25, |26, |21 against its spring |28 until the end position, shown in Figure 6, is reached; the large piston |25 has then closed the rst port |34 to isolate the accumulator ||4 from the pump and has opened the second port |36, enabling the pressure liquid to i'low from Ythe accumulator space ||1, through the non-return valve |31, to the working space |03 of the operating device, that, is, if and so long as the liquid pressure in said space |03 (which is also being fed by the pump |04 through the valve seating |24 and third port |39) is less than that in the accumulator ||4. This enables a copious supply of pressure liquid to be available immediately the brake pedal is operated, even although the pump |04 may be running slowly; moreover only suiiicient liquid is discharged from the accumulator 4 to make up the initial deficiency in pressure within the operating device |00, for as the pressure builds up in the working space |03, said pressure acts also to urge the piston valve member so that the large piston 25 covers thesecond port 36, thus isolating the accumulator ||4 from the operating device |00. This action may be arranged to take place when any desired brake-applying pressure is reached, whichpressure may be less than that in the accumulator ||4, depending upon the areas of the parts and the strength of the compression spring 28. The non-return valve |31 ensures that the pressure liquid inthe operating device |00 cannot feed back into the accumulator 4 as the brake-applying pressure increases. The fact that the large piston |25 of the cut-off Valve ||9 always closes the first port |34 during a brake application prevents any part of the pump delivery from passing into the accumulator I I4, and ensures that the whole output of the pump is available for applying the brakes. As soon as the brake pedal |01 is released, the cut-oi valve member |25, |26, |21 is allowed to return to its in itial end position, shown in Figure 4, so that the pump |04 then replenishes the accumulator; if the accumulator was not required for the brake application (owing to the pump output being adequate)` then the cut-off valve member reverts to its intermediate position, shown in Figure 5, when the pedal is released.

It will be-understood that the above systems have been described merelyas examples of the invention, and various modifications may be made in the design and arrangement of the parts. In either case the cut-off valve may be incorporated in the operating device, or in the accumulator, or the whole may be combined to form a single unit; alternatively each may be separate, con-A venient means such as mechanical linkage or even a hydraulic remote control device being used to actuate the cut-off valve device during the initial part of the applying movement of the'brake pedal or equivalent.

The invention is moreover not limited to brake systems, as it is applicable to any liquid pressure supply system, such, for instance, as those which are used for operating remote controls on aircraft and in many industrial applications.

What I claim is:

1, For use in a fluid pressure system having a pump for putting fluid under pressure, an.

accumulator for storing fluid under pressure and a device to be operated by the fluid under pressure which comes either directly from the pump or from the pump and accumulator jointly, a control mechanism comprising apressure regulating valve interposed between the pump and the accumulator and constructed and arranged to limit the pressure received by said accumulator, a passage constructed and arranged -so that it receives fluid under pressure from the pump and returns the fluid to the inlet side of the pump, a control valve in the passage and a pump for putting fluid under pressure, an

accumulator for storing fluid under pressure and a device to be operated by the fluid under pressure which comes either directly from the pump or from the pump and accumulator jointly, a control mechanism comprising a pressure regulating valve interposed. between the pump and the accumulator and constructed and arranged to limit the pressure received bysaid accumulator, a passage contsructed and Aarranged so that it receives uid under pressure from the pump and returns the fluid to the inlet of said pump, a control valve in the passage and normally open and constructed and arrarmed to be closed to obstruct the return of iluid to the .inlet of said pump so as to subject said device to uid under pressure, and an auxiliary valve disposed in said passage between the pump and the control valve and normally closed, said auxiliary valve being constructed and arranged to prevent the flow of nuid from the pump to said passage when the accumulator ls being charged, said .pressure regulating valve including means responsive to pressure for automatically opening said auxiliary valve, said pressure regulating valve being so constituted that when the accumulator pressure reaches a predetermined value the accumulator pressure is made to act on said last named means to open said auxiliary valve whereby iiuid passage.

3. A control mechanism as claimed in'claim 2, wherein the control valve is constructed and arranged so that closing movement thereof to close said passage further opens the auxiliary valve and connects the device to the pump and accumulator pressuresjointly.

4. For use in a fluid pressure system having a pump for putting fluid under pressure, an accumulator for storing iiuid under pressure and a device to be operated by the fluid under pressure which comes either directly from the pump or from the pump and accumulator jointly, a

control mechanism comprising a. pressure regulating valve interposed between the pump and the accumulator and -constructed and arranged to limit the pressure received by said accumulator, a passage constructed and arranged so .that it receives fluid underpressure from the pump and returns the fluid to the inlet of said pump, a control valve in the passage and normally open and constructed and arranged to be closed to obstruct the return of fluid to the inlet of said pumpso as to subject said device to fluid under pressure, and an auxiliary valve disposed in said passage between the pump and the control valve and normally closedand constructed and arranged to prevent .the ow of iiuid from the pump to said passagewhen -the accumulator is being charged, said pressure regulating valve comprising a pressure responsive valve and an automatic cut-cit valve the latter of which is spring urged to closed position and constructed and arspring during a period of charging the accumulator, said pressure responsive valve constructed gand arranged to by-pass fluid under pressure from the accumulator to cause the accumulator pressure to act on said cut-olf valve to increase the spring force of said spring to tend to close said cut-oi valve when the accumulator pressure reaches a predetermined' value, said auxiliary valve beingy operatively connected to said cut-oil valve so that when the latter valve is closed in response to a predetermined accumulator pressure the auxiliary valve is opened.

5. A control mechanism as claimed in claim 4 wherein the control valve, the auxiliary valve and the cut-off valve are all disposed coaxially in a common housing for simultaneous movement.

LESLIE CYRIL CHOUINGS.

REFERENCES CITED The following references are of record in the me of this patent;

UNITED STATES PATENTS 

